Accident Overview
On April 25, 2020, about 1340 eastern daylight time, a Piper PA-28-151, registration N33005, was substantially damaged when it was involved in an accident near East Hampton, New York. The pilot and two passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight History
According to the pilot, the flight departed Igor I. Sikorsky Memorial Airport (BDR), Bridgeport, Connecticut, about 1045. The pilot landed at East Hampton Airport (HTO) about 1115 and parked the airplane. She returned to the airplane with the passengers about 1315. After reviewing the weather and performing a preflight inspection with no anomalies noted, the pilot started the engine and taxied to the delta intersection of runway 28. There she performed an engine run-up procedure and configured the airplane for takeoff.
The takeoff roll was normal, but after rotation during the climb, the pilot noticed a vibration and diminished engine power, though the throttle was in the full throttle position. At 400 or 500 feet mean sea level (msl), the engine began sputtering. The pilot made a successful right turn back to the airport before the engine lost power completely. She was able to return to the airport and land about three-quarters of the way down an available runway. The airplane went off the end of the runway through a deer fence and came to rest in a field.
Post-Accident Examination
Examination by a Federal Aviation Administration (FAA) inspector revealed substantial damage to both wings and the fuselage. The propeller displayed scratches on the leading edges of both blades with no curling of the blade tips. No visible damage was present in the engine compartment. No oil or fuel leaks were noted. Engine oil on the dipstick showed the correct level and appeared clean. Examination of the throttle, mixture, and carburetor heat controls revealed that they were intact, displayed correct movement, and showed no evidence of binding. Fuel from the left- and right-wing tanks was sampled, and no debris or water contamination was visible. Examination of the fuel strainer showed no debris or water, and fuel was present in both wing tanks at quantities just below the tabs. The drive train was rotated by turning the propeller, and compression was evident on all four cylinders.
After the examination, the fuel selector was turned on, the engine was primed using the electric fuel pump, and started. The engine was first idled at 1,200 rpm, then power was increased to 1,500 rpm. The engine ran normally with no vibrations or sputtering noted. After 8 minutes, the engine was shut down.
Meteorological Conditions and Pilot Actions
Review of the meteorological conditions around the time of the accident and the carburetor icing chart from FAA Special Airworthiness Information Bulletin CE-09-35 “Carburetor Icing Prevention” indicated a potential for icing at glide (idle) power and cruise power at the temperature and dew point that existed at that time.
Review of the pilot’s NTSB Form 6120.1 Pilot/Operator Aircraft Accident/Incident Report revealed that after the runup, the pilot had turned the “Carb heat off,” and examination of a post-accident photo of the instrument panel also indicated that the carburetor heat control was in the off or nearly off position.
The Emergency Procedures section under Engine Roughness in the Cherokee Warrior pilot operating handbook (POH) described engine roughness as usually due to carburetor icing, which is indicated by a drop in rpm and may be accompanied by a slight loss of airspeed or altitude. It advised that if too much ice accumulates, restoration of full power may not be possible; therefore, prompt action is required. It further advised that once carburetor heat is selected on, the rpm will decrease slightly, and roughness will increase; the pilot should wait for a decrease in engine roughness or an increase in rpm, indicating ice removal. The POH also advised turning on carburetor heat in the Engine Power Loss During Takeoff and Engine Power Loss in Flight sections.